Steam-brake for locomotives



(No Model.)

P. REILLY.

STEAM BRAKE FOR LOGOMOTIVE$- Patented Jan. 29, 1889.

Mines .598

N. Perms, Phowmmn h r. Washington, 0 c

UNTTED STATES PATENT QFEIcE.

PATRICK REILLY, OF MATTOON, ILLINOIS.

STEAM-BRAKE FOR LOCOMOTIVES.

SIPECIFICATION forming part of Letters Patent No. 397,024, dated January 29, 1889.

Application filed March 19, 1888. Serial No. 267,699. (No model.)

To all whom, it may concern.-

Be it known that I, PATRICK REILLY, a citizen of the United States, residing at Mattoon, in the county of Ooles and State of Illinois, have invented certain new and useful Improvements in Steam-Brakes for Locomotives, &c.; and I do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention consists in a locomotive steambrake of novel and improved construction,as will be hereinafter fully described, and pointed out in the claim.

In the accompanying drawings, Figure l is view of a rear portion of a locomotive and tender, the former provided with my invention. Fig. 9 is a view of my invention detached, and shown on an enlarged scale. Fig. 3 is a view of the boiler-front and the steam connection between it and the steam-brake.

A in the drawings represents the rear portion of a locomotive; B B, driving-wheels; C, cab; D, boiler; E, steam-brake cylinder; F,

brake mechanism operated by the cylinder,

and T a tender.

The cylinder E is suitably fastened in a horizontal position to the boiler D below the engineers foot-board a of the locomotive and above the driving-wheels I3; and its rear end portion is connected with the boiler by means of a steam-pipe, (Z, which. latter is provided with an exhaust-pipe, (Z and an ordinary three-way cock, (1', whereby the engineer is enabled to let steam on to the cylinder E or blow it out therefrom. The steam-cylinder is provided wlth an ordinary steam-piston, (not shown in the drawings,) and a pistonrod, e, connected by means of a pin, a, to a lever, f, of the brake mechanism F. This lever f has a fulcrum-pin, f, attached to a bracket, f suitably fastened to the boiler D or locomotive-frame. Above and below the fulcrum f connecting-rods f are attached by means of pins f", whereby the lever f is connected to brake-shoes G. The brake-shoes are hung to brackets g by means of hangers g and pins g which allow them to swing laterally to and from the driving-wheels B B. The upper end portion of the lever f is pivoted at h to a connecting-rod, h ,which is connected by means of a pivot-pin, 7L2, to the short arm 2 of a double lever, I, pivoted to the boiler at 71*. A rod, J, is pivoted at 2" to the end of a slotted segmental arm, of the elbow-lever I, and extends under the floor of the tender to a spring, j, which keeps the brake mechanism in its normal position, as shown in Figs. 1 and 2. In this position the brake-shoes G are ofl the wheels B, and the three-way cock (1 keeps the steam cut off from the cylinder E and establishes communication between the atmosphere and cylinder. hen the brakes are to be put on the wheels, the engineer turns the three-way cock so as to cut off the communication between the atmosphere and steam-cylinder and admit steam to said cylinder. The piston-rod e is thereby moved forward and the lever f is turned ahead, thereby moving the brakeshoes G against the wheels B. The air forward of the piston communicates with the atmosphere by means of a pipe, e or an opening in the cylinder, and is thus prevented from interfering with the free motion of the piston. hen, by turning back the threeway cock d, the steam in the cylinder E is exhausted into the atmosphere, the spring j, which had been strained by the operation of putting on the brakes, will, by its tension, move the brake mechanism to its normal position. The rod J is connected with the pullchain or operating-chain of the tender-brakes, and will thus operate the tender-brakes at the same time that the locomotive-brake is operated.

The utility of my invention will become apparent when regard is had to the construction of certain locomotives. In some locomotives the driving-wheels are arranged very close to each other, so that brake mechanisms of ordinary construction cannot be applied for want of lateral space. My construction allows-of shortening the connecting-rods f and reducing the lateral dimensions of the mechanism to such extent as to render practicable the application of the same to such locomotives without impairing the effectiveness thereof. It will also be seen that in my construction sliding cross-heads, with radiating connecting-rods and other similar complia cations, are discardml, and the number of component parts is reduced to a minimum, in consequence of which first cost and repairs amount to a comparatively low figure.

The s n'ingj (shown on the tender) may be 1 ranged above the steam-eylinder and conattached to the connecting-rod 71 and the locomotive boiler or cab without changing the principle of my invention.

The sieanncylinder E may be arranged at either one of the sides of the lever f and as lartrom it asmay be cmlvenient or consistent with the Style of (-(mstruetion ot' the locomotive adopted.

\Yhat I claim as my invention is A steam-brake Jor locmnotive and tender, comprising, in combination, a horizontal steam-cylinder arranged above the drivingwheels, a vertical brake-lever arranged between the dliVill'lgflYllQOlS and connected by means of links with the suspended brakeshoes of the driving-wheels, and a pull-rod arnecting the vertical brake-lever with the brake mechanism of the tender, all consiructcd substantially as described.

In testimony\vlun'eot l at'lix my signature in presence of two wit nesses.

PAJRTCK REILLY.

\\' ii nesses:

.I. N. '1 lU'lCHISON, M. L. BECKER. 

